Railway-traffic-control apparatus.



B. F. Woonme. RAILWAY TRAFFIC CONTROL APPARATUS. APPUCATION FILED NOV- 24. I915.

1,21 6,038. Patented Feb. 13, 1917.

3 SHEET8-SHEET I.

WITNESSES v mvmron B. F. woonms.

RAILWAY TRAFFEC CONTROL APPARATUS.

APPLICATEQN FILED NOV. 24, i915.

1.,maa3s,

Patented Feb; 13, 1917.; 1

3 SHEETS-SHEET 2- ATTORNEYS B. F. WOODING.

RAILWAY TRAFFIC CONTROL A! PARATUS. APPLICATION mm uov.24. m5.

1,21 6,038 Patented Feb. 13, 1917.

3 SHEETS-SHEET 3.

UNITED ISTAIESBATE NT OFFICE. a

BENJAMIN r. woobme, or MONTQ'LAIR, NEW JERSEY, AS$IGNOR "r woonme BAIL- maiwnn, coLoRAno, A conrons'non' or 1 WAY w umme n'nvxcn ccomrn nr, or

= mzona. V

i 1 n rnwn'r-rnhrrrc-con'rnon Arr sm'rus.

Specification of Letters rim. P t t 13, 19 7 l A'ppl ieatlon filed November 84, 1915. Serial No. 63,146.

Fi s. 8, 9 and 10 are diagrammatic views Be'it known-that- I,' BENJAMIN'F. 'Woonshowing the trackbed equipment. 1 1m, a citizen of the United States, and a D l resident ofMontclair, in the county ofEsSex i I 5 and S e 9 N y ve a As seen in the drawings, the apparatuses "new and Improvedfl w -C I1tr0l carried byjahe moving :members, each empp u wh cht e p w g fully ploys a'U'siaped blade 15, which" blade is,

. 6 d Exact Q Q IP rigidly coniiected with terminal'blocks 16,

- v 2 1 hQP- qpalobwcts winch the pivotally mounted .by bolts 17 in contact 10 present lIIVBIltlOIL has 1 n.v1ew are: to p ff boxes 18 pe Tnanently and rigidly mounted .Vldgmeans ml mg r yfira on axle jou rnal boxes 19 at opposite sides accordance with roadbed characteristics; to f th i 1g members so i p i P P member of th v e pf it Both of the boxes 18 are insulated by a.

J i y q pm w t ppa u es p n pad-20, from the journal boxes 19; and each 15 able f m h? ad b m m y 0P is pro'vided with outlets extending through at dh 's mbfiare traveling a 'p the upper si ie thereofrfor insulated Wires 21 e m P fibn? y' Op and 22, Lwhi h form a local circuit incorpowhen thememh rser mg tq er than ratingabattary 23 and a magnet-24 carried a u 5 d pr det rm ned; ipeeds'; to pt vd means by each of said'mo'ving members The box 2o n l y 0 e ed o re ea g th n l ls'havin t1 ievwire 21. is permanently in ciro eree eq 1p.1ue and t p o e cuit therewith'and withthe block 16 contrack q pm W mh' ay. be 111 its tained in se' dlbox. In thevopposite box 18,

efieq p the pp u c n 1 ba n however, the wire 22 is connected by a bindf b mo mg m m e 1 l p y ar e y 0f ing post 25 with-a spring blade contact ter-, 25.- (3591335111 9 P M O I hQY Qf-T, f/ i minal 26 r [The blocks lfilhave each an ex- 3 l 1 v tension2 ,vhich-is norma ly pre'sseda ainst 8Q i l A i the-terminal, 26, by aspring 28 whi h, as; Figure 1 is an assemblage of the parts of -see n'bes't in Fig. 4 of the drawings, normally the apparatus carried by members of thedisposes the blocks 16 and blades 15'e0nnect- 30 rolling stock, and showing a fragment ofed therewit'i in a position inclined to the roadbed equipment for Op'eratin'gin conjuncface of the l rox 18. This is the position as 85 tion therewith; saidparts'being-diagram- 'sumed by t'. 1eblades'15 and members conma-tical-ly disposed; V nectedthere with when not controlled by-the Fig. 2,is a cross section of switch terminal roadbed characteristics above referred to.

135' and switch members cotiperating therewith, These chera :teristics areramps-arra-nged to the section being taken as on the line2 2 engage and iwingthe blades 15mm the'po- 9 0' 1 in Fig. 1;' 1 1 I I siti'on show! in Fig. 4 of the drawings to the Fig. '3 is a side elevation of an axle jourposition she N711 in Fig. 6 of the drawings! nal box for a railway Vehicle-end switch When the blades 15'and blocks 16 are held 40 boxes mounted thereon, theswitch box'esb'e-f by the s rings 28 in the position shown in j ingshown in section, the section being taken Fig. 4o th idrawingsr'the local circuit em- 95, [as on'the line 3-'3 in'Fig et; g bodying tluv battery 23- and ma'gnet24fis Fig. 4 is a vertical section taken as on the closed, and the magnet 24 being energized line-M in Fig.3; I draws the armature cap 29 toward the said 45, Fig.5 is a detail view insectionf' magnet end holds the ball valve 30 seated the contactmen'iber foropejratin g -,over' the puylet of the air-bleeding pipe 31 J00 trollingapparatus of themoyinginembers; ,whiph' is fl'co ted with the train pipe of a Fig.' 6 is a section takenyas on the' slsirne" t -brak ifyste'xn with 'whi ch the moving r lineas Fig. 4, showing the normal serviee l ergisiquipp'ed; V

50 disposition of the partsofthe'contact appa noor ora ted inthe locel-fiircuit, is a dig 1;;-

ratus; v F'g .-7-is a similaryiewsh H of the contact ,apparatu sas 'ionndicat g? swi ehfb 4 latesee 'swltbh having a movable a' "t r e S 35 member carrying the same.

having a hand grip 37. The blade 32 is 4 prefena pgz furnished with a round wiping with the to the upmember, which makes contact 'plates 33 and 34 and conforms 5 turned juxtaposed edges 39 thereof, which facilitates the passage or jump of the-blade from one operative position to the other,

the said. switch being used for disposing the apparatus in operative condition to conform with the fprward or rearward movement of themovmg'memberj As shownbest in Fig.1 of the drawings,

the blade 32 has5a-"s'pringsection a, which normally press sthe member 38 against the platesj'33, 34, and permits the outward movement of said member when passing,

over the outturned 'edges39 with which the said plates'are provided. The blade 32 is also provided with :a spring section 6 dis- 20. posed ina plane perpendicular to the plane of the section a, which permits the member '38 to be pressed backward when the lever 36 is thrown from one working position to the other, and when the said member passes over the edges 39. In this way, the member the. contact across plates 33 and 34,' but prevented from resting at the apex or 38 is permittedto carry the gap between the two ridge thereof. In other words, by means of this arrangement, the correct working position of the member '38 with reference to the plates 33 and 34, is assured, thereby providing for the the blades 15, and at one side of the moving It will be observed thatthe valve 30 is normally ms" tained in closed relation to the pipe 3l,.;and that the armature cap-29 holds the same in this position when drawn 40 to the magnet 24. It will also be observed that if the magnet 24 is deenergized, the valve 30 and armature cap 29 will be lifted by the air in the pipe 31 away from the opening of said pipe, and that thereafter be- 43 cause of the extended area of the armature pressure will resist the pull cap 29, the air 24,to prevent the seating of of the .magnet the valve .30- unt l the air pressure in the 'pipe 31 islessthanthe pull of the magnet. 5g 'lher'ef ore, it

will be seen that if the'local circuit'be broken, it cannot be reiistablished until after the train-pipe pressure has been reduced to a point where. the brakes are applied and the moving member has been brought to rest. 'As' seen bestin Figs. 3, 4 and.6 of the drawings, the blade 15, blocks 16, and the extension 27 thereof, complete the circuit, energizing themagnet 24, em 'iloying the oo Wires 21, 22 and the terminals 26 and 43.

In the position shown. in Fig. 4, it will be observed the blade 15 is inclined from the vertical.

As seen in Fig. 6 of the drawings,

when the blade 15 is moved to the vertical,

5 the. extension '27 is disengaged from the .is between signal stations.

net 24, and ground operation of one only of- 46, which is located ,forward blockof the track, being short- .conventionally supplied, is unheeded him, when the same is set to Indicate cauterminal26 and-is engaged with the swinging bloek142. The swinging block 42 is moved lav-the extension 27 when assuming the p fftion mentioned, to engage the con tzrfter'minal 43 with which the wire 40 is electrically connected, using for this purpose a binding post 44.

he magnet 24 is energized by three distinctcircuits, any one of which being completed serves to maintain the valve 30 closed. These circuits may be designated as -the normal, the signal, and the per-' memberis passing the signal station, and is completed prior to the discontinuance of the normal circuit by removing the extension 27 from contact with the terminal 26. The permission circuit incorporates the battery 23,. switch 41, wire 40, terminal 43, block 42, blade 15, wire, 21, blade 32,

ground connection 46, and

magnet 24, ground connection 23".

The normal independent-of track conditions. The signal circuit is dependent on the condition of the track ahead, thesupply or battery at the far end of the circuited by a moving member or other obstacle between said-supply and the signal station past which The poi-mission? track conditions, but is dependent on the driver of the moving member.

the member is moving.

circuit may be said to be circuit is independent of 'Thiscircuit is maintained The opening of all the circuits enumerated at any one time, deiinergizes the magnet 24 andpermits the air pressure in pipe 31 to'lift andmaintain lifted, the valve 30 and cap 29. This' happens whenever the blade 15 is engaged by a rail 45 of a signal station, wh t-hat the moment is not sup- 46, and when the driver has not'eloscd the switch 41, or, in other words, when through any'inattention on the part of the driver, the :visual signal with which the roadbei'l is y thin or danger.

The PQI'IIIlSSlOH circuit is provided to enable the driver to move past a. signal station set to'indicute either caution or danger, and to this cud, introduces thecircuit so named, which iucor| )oratcs the switch "ll,

plied withcnrrent by the source or battery which is manually operable and manually retained. The employment in this conneo of Ith'e' fapparatns insures that the engineer 1 who passes a signal station ind1'ca t1n g deflection oi the base 15 from the Minimshow-nin lig. 4' of the drawings to that shown in l'ig. -6 of the'drawings, is con- "stant, that i 3, over the 'sameudistancewhether I i danger (conditions, is apprisedof the fact,

flzo' th at he'has entered a danger zone.- To this lend,- he is compelledto establish the! permission circuit prior to -reaehingfthe signal station, and also is compelled to mt liially maintain closed the switch 41mm! he has 7 passed said station, when? the spring 28 I .mum rate wt speed-,- the portion'shown in would, reestablish :the ;ncirmal{ 'ei'iien'it; further. ad'raintage in theempIoyment -of the permissionheirenitfis that it ,itl-

, lows adriverito more hisVehiel'e': past sig- 30 an; stations having; pennanentfchareeteris gtie signal-conditions,'-as,*forinstance, where ;:a eantion si al is permanentlyseh to pro- *vide {for re notion; 1n speed ineidentl-tojthe I presence of adangerous'cnrve, down-grade, I I

' the extensihn27, and block 42,- from vthe positions shiwn inlFig. l ef the-drawin s,'to,

the positions'shown in Fig. 6 of-th'e rawr Iings, :when the block 42/ would remain it drew bridge, or other dan er eharacteri'smight not necessarily freg'nirerednotion of eed'.wi,th the .cons'eqiintlo'ss of time, if

'ialel'tness' of the I sj'sho wn in'Figs 8, SLandQI-Q- the roadbed f la l y sy em wh n e'n p o s' vpe atnses I eonstruc'ted as 'above described, "is

, fitteran The rail; W en e s d "shown in thejfigures; of I the drawing referred ;js onree"-indicated' by the battery 46, and-to provide safety means'foperable adjunctively i5 employediif. a, a I .It will be observed by reference to Figs. 11 8. to 10, inclusive, that the rails :45 for-min 'thesramps, have inclined, portionsjindicate f speotively; 'The em and Get herr'amps and rails 45fthereo ,is

I dr ver eonld be assured. e o erationof the resent. invention in t is alertness on t e paftlof the. driver...

' ice. in the-block ahead. hese conditions quippti with'ramps ea'cheniploying a. conojan'd; as further disclosed inFig. lof'the j d ,f9;f\?\?ings," servese Mlouble pnrpose, to wit, hat of fnrni'shing hurrent ito the magnet supplied fromj'an' independent or track I to the traflie controls;'of thegsignal" system" sited. V

- or, shortened in correspondence Wit i nc ined,"-so thatflthe 'blade 15 and connected therewith are deflectedat a norterminal 43,

9 and- 8, to indicate reduction to a or less exjteiit; I If the rail 45-is shaped to served that the lengt II of said portion being ab'out half the length of the portion 0, wouldrequire' that thespeed of the moving [member be leduced to about onerhalf of that v; permitted bf the portion C in order that the same .rapidisyof. deflection of the blade'lfi the inclined portion be-short, asshownby' the letter A in Fig. 8 or long, as shown "by the letter (1,in Fig. 10. It will be seen, howeer, i that for, a predetermined rate' of spet d, the rapidity of the deflection of the hlado'when passingover the'portion -75 A is-materially .difi'erent'Qfr'om that when the blade is'passing' over the portion'C;

and for ce] ltrollin the speed i on enterin the block with whrehzthe ramps are assoc 4 The portions A, Band Care len" v whatI may beiterned thejnormal' rates of speed adopted for tr'afiie on the roadbed'. For the sake of illutration, it is assumedthat when them'ovi'ng member is traveling at the maxi,

Fi 10 and indicated by the letter C is parts mal rate of speed,-fromthe positions shown in Figrtofthe drawings, to the positions.

shown in Fig; 6' 0t thefdrawingsfl This would eorre spend-to, an angle in'the rail 45; which wouh [move the blade '15, the-block 16,

balanced on itspivot4'l ii /contact with the" 7' Ifinequ'pping he roadbed, it is {neees sary to place a fixe caution, indicating reduced rate-k f speed, the rail 45 is soshaped that 'the" in clined portion" 'ill with the pol tion B or the portion Ain; igjs'. r'eater providethe inclined i'tion B, it will ob and arts associated therewith be mainjftaine If it were designed to further reduce the rat :of speed permitted bythe mov loym'ent "of the portions A is adjunetive to thesignalsystem, and eorrer" onds thereto yarying' the lengt'h of -'tjh*e fifi eaidportions Itjwill be'undelfstood' that, the J intivi I 'deflection of the blade 15 and parts associated I ,ing member 'therail 45' would be shaped we I injsaidfigure's by the letters B and have the portion A" shown in Fig. 8 of they of theiportion B, a"fnr-.

'therew1th,' m 'onld be reqniredg fF- rom this it ieo eorre's 0nd; 1 no will be seen that rails 45 with inclined portions at the terminals thereof, the ates of speed permitted by the moving members may be varied indefinitely.-

When the blades 15 and parts associated therewith are moved at a rate of speed greater than that designed, the block 42 is thrown past the contact with the terminal 43,-.to assume the position shown in Fig. 7 of the drawings. Any suitable means may be employed rfor renderin the block 42 more sensitive to'the'spee at which it is rotated. That shown in the present disclosure is a weight 48 removably mounted in th e block 42. JB'y varying the Weight 48, the action of the block may be rendered more sensitively responsive to the inertia produced by the deflection of the blade 15 and extension27.

It will be understood that atsignal st'ations set to caution or danger signals, the rail 45 is uncharged with current. Therefore, in order to pass the station, the driver iscompelled to operate the switch 41 and establish the permission circuit in which is incorporated the terminal 43, into engagement with which the block 42 is moved when the blade 15 is thrown to the vertical position.

undertakes topass-the signal station without reducingspeed, the sharper inclination of the portion B or A, as the case may be,

at the station is problade 15 to move the with which the rail 45 vided, will deflect the block 42 at a higher rate of speed, which will carry the block past engagement with the terminal 48, breaking the permission circuit. The normal circuit being open by the removal of the extension 27 from the be Set.

It will be understood that while the normal rate of speed of travel on the trackbed is provided for, the moving members may operate at rates of speed far in excess of' or less than those desi ned, without reference to the movement of the block 42. 1f the rail 45 is charged, the signal circuitis closed and the magnet 24. remains active. The operation of the inclined portions A, B andC of rails 45, will thus be understood to have relation only. to am fixed stations, which.

correspond with track ouroadbed, characteristics.

lVhile-thc be omnuitedb) an v""t"rack equ'ipm'eiitem-ploying defle tor cuwent-supplying ramps, it is providing ramps having If the 'driver wilfully or carelessly t 3 I 'apparatl is liere'm described may 7 particularly adapted for use in conjunction with ramps constructed and arranged in accordance with the invention set forth in the companion application, filed November 5.), 1915, and bearing Serial No. 60,605. For more detailed description of the construction and the employment of these ramps, cross reference is here made to said application.

Claims:

1. An apparatus as characterized comprising electroactive closure means for normally restraining an expansive fluid supply, said means embodying an electric supply a closed normal circuit therefor: an exposed switch member extending to near the roadbed and operable therefroi-n for opening said normal circuit; a permission circuit embodying said electric supply and said closure means, said circuit being closed by said switch member in correspomlcirce with the opening of said normal circuitwhereby said closure means is optionally maintained active by relatively independent circuits successively actuating said means; a plurality of devices permanently mounted on the roadbed' for moving said switch member, all of said devices adapted to move said switch member equally, said devices being individually characterized by different lineal switch-moving. portions; and a fugitive connection incorporated in said per mission circuit and operable by said switch member for completing said permission circuit,said fugitive connection being adapted to break the connection if'moved in excess of a designed rateof speed.

2. An apparatus as characterized comprising electrouctive closure means for normally restraining an expansive fluid supply, said means elnbodying a. closed normal circuit; an .exposed switch member e\t,cnding to near the roadbed and operable therefrom for opening said normal circuit: a norln'ally inactive signal circuit embodying an indepemlent electric. source and said closure means, said signal circuit being closed by said switch member in correspomlence. with the opening of said normal circuit, whereby said closure means is maintained active by relatively inde )eudcnt circuits successively; a plurality 0 devices permanently mounted on the roudbed for moving said switch member, each of said devices adapted to move said switch member equally, andindividually clnlriu-terizcd by 'varying lineally the switch-moving portion thereof? a f permission circuit embodying said closure means and the electric supply thereof; afugitivc connection im-orporatcd in said permission .circuit'and opcrable by Said switch member for completing said per- .mission--circuit,'said fugitive connection being adapted to open said permission circuit ltmov'cd in excess of a predetermined rate oflspeed; and means for varying the inertiaof said fugitive member.

3. In combination, an electrically actuated air-brake control apparatus embodying an exposed rocking switch for normally closing the operating circuit of said apparatus; and a plurality of roadbed devices adapted for rocking said switch when the same is moving past said devices, said devices being individually differentiated to rock said switch at different rates of speed when said switch is traveling at a constant ate of speed.

4. An apparatus as characterized comprising, an electro-mechanically operated valve for closing the outlet of the train pipe of a pneumatic brake system of a moving member; a switch carried by said member and extended in juxtaposed relation to the roadbed over which said member travels; a plurality oi. track devices fixedly disposed on said roadbed over which said moving nember travels for opera ting said switch; a pluraiity ot' operatiin circuits each embodying said valve and said switch; a plurality of electric supply sources, each connected with one of said circuitsgone of said sources being carried by the movinc member and the other electrically connected with said track: and nmnually controlled means for completing the circuit embodying the electric supply carried by said moving memher during the period when the normal circuit embodying the same is opened by said switch.

An apparatus as characterized comprising an electroan'tuated closure valve, an

of circuits incorpoating sai'd supply, said" 'alve, and switch; a fugitive contact in corpo -ated in one cf said circuits, said contact being operatively connected with for movement by said switch, said contact being adapted for eigaging a terminal for completing the Cll'C mi; in which 11; 1s 1ncor-' porated and to pass beyond and out of contact with said terminal when too rapidly moved.

(S. An apparatus as characterized comprising an ,'electro actuated closure valve, an electric supply, :nd'a switch extended in juxtaposed relation to the roadbed over which the apparatus is moved for operation by track devices thn reon; a plurality of circuits im-orporatilne said supply, said valve, and switch; a fugitive contact incorporated in one. of said cirvuits, said Contact being operatively connecfied with for movement by said switch sai 1 contact bein adapted for engaging a terminal for comp eting the circuit in which it is incorporated'and to pass beyond and cut of contact with said terminal when too 'a-pidly moved and manually controlled lnrans for completing the circuit in which said fugitive contact is contained.

BENJAMIN F. \VOODING. Witnesses:

F. 1 Monnuocx, 'G. H. EMSL] s. 

